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    I am finally removing the GE landing lights in my cowl - do I install one landing light and 1 taxi light?  or 2 landing lights?  I am going with Whelen Prometheus Plus

    Thanks -

  1. I have updated the following with some more specific information, mainly due to some questions raised here on the M20M power output and on what MAP is required for takeoff.

     

    TL;DR

    1. The TIO-540-AF1A/B is making more power than most people realize; the AF1B is NOT a detuned version of the TIO540, it is turbo-boosted up-tuned version (per Lycoming).
    2. The MAX MAP of 38” is the high-limit on the density controller, normal Full Throttle takeoff MAP should be 35-36” if the density controller is adjusted properly
    3. On take-off you’ll likely be making well over 110% power from this engine
    4. 2725 RPM and 35” MAP on a standard day at SL is where that engine is making 100% rated power of 270HP according to Lycoming

     

    I’ve updated the power charts below, (lines start with a | where I do that and I have included some additional supporting Lycoming data)

    DVA

    -------

     

     

    Hi!

     

    I’ve seen a lot of threads that have good information on power settings when it applies to the TIO-540-AF1B, but they are buried and disjointed making it hard for someone new to glean an understanding. So I thought I’d try to put something together to help. Fire away.

     

    For those who are struggling to understand % of power on turbocharged vs normally aspirated engines, allow me to take a stab at an explanation: (Experts will say I am oversimplifying here, but I think they will agree in principle):

     

    A normally aspirated (NA) engine, like the IO 540 will be build to make a certain amount of horsepower (torque, actually) at a certain RPM, Mixture, Air Temp, Altitude and MP. NA engines are rather predictable when it comes to computing the power fall-off from 100% as the airplane gains altitude. With a turbocharged engine it is not as easy, but it can be done.

     

    Let’s start with some basics: You can only get 100% power from a NA engine under one general set of conditions: That being at max design RPM, at a certain air temp (usually Std day), at sea level and at the highest practical atmospheric barometer; the latter condition is important to understand.

     

    For the sake of this discussion's simplicity - experts please indulge me - your NA engine's highest possible MP, at sea level, will equal the barometer reading at that location. So if you are on the beach, in Florida, sea level 0 feet, and the barometer is 30.00 (nice day) - your NA engine, at full throttle will only produce 30" MP on the ground. If the next day is rainy and nasty and the barometer reads 28.50, then your NA engine will only make 28.5" MP on the ground. 

     

    At wide open throttle, MP in a NA engine is very close to the real barometric pressure no matter where the engine is, and barometric pressure decreases by about 1" for every 1000' of altitude. So if your NA engine made 30" of MP on take off at sea level with wide open throttle, and if everything else remains constant, at 1000' you would have 29" of MP,  at 2000' you would have 28" of MP,  at 5000' 25" and at 10,000' 20". And as you climbed and the MP decreased, the engine would be making less and less power by virtue of the fact that the air is less dense as you go higher and higher.

     

    You can think of a MP gauge as a 'air density' gauge. To add a little more precision here, it's the oxygen in the "air" that the engine wants so it can support combustion, and as you go higher in the atmosphere, while the percentage of O2 in the "air" remains the same (apx 21%), the density (or partial pressure) of that O2 gas gets less and less.

     

    Take-away: MP directly affects the engine's ability to make and maintain power - more MP equals more power.

     

    So do other outside conditions affect the NA engine's ability to make power? Yes, but some conditions are not to the same degree as MP.  For instance, the temperature and humidity of the air that is sucked into the NA engine will affect power; colder dryer air will help make a little more power, where warmer moist air hurts power. Commonly, about 1% / 10 degrees +/- is a good ratio. For the sake of this discussion, intake air temp for the NA engine is not that meaningful or significant when compared with MP, mixture, and RPM. However, you will see why intake air temperature becomes more influential with a turbo in a moment.

     

    Take away: Cooler intake temperature and lower humidity help an engine make more power. Warmer and/or moist air hurts power.

     

    Speaking of RPM: Cars, motorcycles, boats, etc all have much higher RPM where max HP is made; my car makes maximum HP at nearly 7000 RPM.  Why do aircraft engines have such low maximum RPM, commonly below 2900? 

     

    It's all about the propeller. For a lot of good reasons a prop just can't spin faster than about 3000 RPM without the tips going transsonic and the efficiency of the blade (really a spinning wing) falling off rapidly. Given that limitation, direct-drive aircraft engines have to be made to produce adequate torque at a relatively low RPM. This is not as easy as you'd imagine. Higher RPM does a lot to contribute to overall torque when you design an engine. Side note: torque is the product of a running engine. Horsepower is simply a calculation derived from measured torque.

     

    Take away: If everything else is equal, If you lower RPM you lower torque and thus you lower horsepower.

     

    Then there is mixture. Four-stroke internal combustion engines designed around the Otto cycle create combustion (and thus power) identically. Car. boat, airplane, lawn mower, it doesn't matter. There is nothing special about an airplane engine except it is simple and unsophisticated compare to a modern car engine but they all work the same way.

     

    While this is a whole nother' topic, mixture basics are simple: If you want to make the most power from an simple internal combustion engine, everything else considered equal, you want to have a mixture that will produce an exhaust gas temperature that is 80-100dF rich of peak at any particular power setting. This is where your Briggs and Stratton lawnmower will make the most power and run its CHT coolest for that power. If you want your lawnmower to cut more grass because the fuel lasts longer, then you want to run your lawnmower at exactly Peak EGT or better yet, slightly Lean of Peak EGT. These mixture settings will reduce power somewhat, but will save fuel and lower the CHT for that setting. You never want to run your lawn mower near full power at less than 80dF ROP - say 30 or 50dF ROP as some manuals suggest - because you are then operating the lawn mower in a combustion regime that will make excessive heat, with the highest internal pressures, at LESS power. Your lawnmower will hate you! So will your airplane. (Follow the POH for mixture settings, unless you know what you're doing. This discussion is theoretical)

     

    Take away: Mixture affects power to a great degree - proper mixture setting is very important. Author's note: You should really read as much as you can about the Red Knob and how it affects your engine, and what effects it has on your engine. Proper mixture control, in a properly tuned engine with proper engine instrumentation will properly serve you. I cannot overemphasize this.

     

    Lets summarize the NA engine now in flight, this assumes a good solid working engine with no hidden problems.

     

    It's a standard day at sea level, 59dF and pressure 29.92 and the atmospheric lapse rate is also standard.  We take off with full throttle (close to 30" MP), mixture rich, prop full forward (if applicable) 2575 max RPM and fuel flow, fuel pressure and all temperatures within limits. We can assume we have 100% power as we lift off and we are climbing at Vy at, say 750FPM. 

     

    By 3000' we notice our MP is down to just below 27" and our VS is now 500FPM, Why the loss of VS? We naturally lost power due to the air density going down as we climbed. What can we do about? Nothing really, every engine control is already full forward.

     

    A quick check of the POH graph at this point may show that 2575 RPM at 27" MP is 80% power in this example airplane.  By 5000' ASL our MP is under 25" and our VS is 350FPM and the graph may show 70% power - still nothing we can do to make more power. In fact we will continue to lose power, VS and *indicated* airspeed the higher we go, until such a point as the airplane will no longer climb due to lack of sufficient power; this is the engine's 'critical altitude’ and a term you also hear used in a turbocharged engine's POH. The critical altitude (sometimes this is also the Service Ceiling) is simply the point at which the engine can no longer make enough power for the aircraft to climb.

     

    Let's add a turbocharger to the above airplane. (I used the Bravo's 2575 RPM in the example above on purpose)

     

    Recall above that the NA engine on take off made 30” of MP at 2575 RPM with all controls full forward, and the manufacturer called that 100% rated power. If we took that identical engine and flight conditions, and simply bolted on a turbocharger could we use that turbo to make MORE than 100% power? Yes we could! 

     

    By simply using the turbo to boost the MP past 30" - anything past 30" - we will make more power. Another question: If we used the turbo to just keep 30" as we ascended (so not lose MP as a NA engine does) could we essentially keep 100% power as we go to 3000', then 5000' and beyond? Indeed! That’s how a Turbo-Normalized engine works. It doesn't make more MP than the engine has naturally at sea level, it just makes up for the natural lose of MP as you ascend.

     

    But that is not what the we have on the M20M - we have a turbocharged engine that indeed makes more than 100% power at times (over a identical sized and configured NA engine)

     

    The TIO-540 AF1x engine uses its turbo to over-boost the intake air pressure well above atmospheric pressure, up to as much as 8" or so. Its MP maximum is 38" and normal POH cruise is 30-32".  At any altitude that is way over the natural atmospheric pressure, making this engine a very high performance, hot, power plant. As you will will see, running this engine at high cruise power of 34”/2400 125dF ROP (like what the green visor suggests) is running this engine at approximately 93% of rated power. Lycoming and Mooney have certified this engine to run at percentage of power levels higher than you'd expect and that's what makes the M20M go so fast. But should you routinely run this engine at that high power level?  You can, it’s certified to do it. I don’t, however.

     

    You have to look in both the POH and in the Lycoming Engine Operating Manual to put together a % of Power Chart for this engine. I have done some of that work below by averaging out the power charts, but first I think a little turbo talk is in order.

     

    |The Turbocharger will make-up for the loss of air density as the plane ascends, and allow the engine to make more power, higher up. This gives us service ceilings of FL250 in the M20M and faster forward speeds ... that’s the up-side. The downside is that a turbocharged high performance engine also makes more heat - a lot of it - which causes faster wear and stress on engine and exhaust parts. Not to mention that the turbo and its parts adds to the cost and complexity of the engine. Running a turbocharged engine incorrectly can also cause premature failure and wear of the engine.

     

    |IMHO, to get the most time and efficiency out of the AF1B, for cruise at altitude, you should routinely run this engine at a power point where it is not over-boosting but rather normalizing. That would be in the 28-30” of MAP as a max at cruise. From the chart below you’ll see that is 75-80% of rated power. I run mine at 28-30“ and 20-30dF LOP often, and it goes fast and uses a lot less fuel. (I have GAMI injectors and use Tempest fine wire plugs to help achieve smooth running LOP) If I am running at a higher power level with this engine, which I do occasionally, I will always run 100dF ROP TIT, and never at Peak TIT.

     

    I find this to work well, you might have a better plan:

     

    35-38” / 2575 / Full rich for takeoff                                                  =   ~100%-114% of rated power (270-308 HP)

      34” / 2400 / Full rich @ 120 for initial climb                                     =   ~93% power

      32" / 2400 / 100dF ROP @ 130 enroute climb                                =   ~87% power

      29" / 2400 /  30dF LOP for cruise (airspeed varies with altitude)    =   ~75% power

     

    Here is the interpolated chart, supported by the graphs below derived from the Lycoming power plant manual. Please note that the power curves are not linear for some settings, higher up you’ll make more power.

     

    ACTUAL HP corrected for RPM/MP/ALT/TEMP (Std Day (+/- 1% per 10dF from Std)) TIT ROP -125dF Max Power mixture  

     

    114%        308        2575           38”    0-FL220 (This is the max authorized MAP and will rarely if ever be encountered when properly adjusted)

    106%        285        2575           36”    0-FL220 (this is the normal “max power” takeoff upper limit where most density controllers will be set)

    100%        270        2575           35”    0-FL220 (this is the normal “max power” takeoff lower limit where most density controllers will be set)

     

    93%          250           2400        34”    0-FL220

    87%          235           2400        32"    0-FL230

    80-85%    215-225    2400        30"    0-8K 8K-FL250

    75-80%    200-220    2400        28"    0-8K 8K-FL250

    65-70%    180-195    2400        26"    0-8K 8K-FL250

    60-65%    160-180    2400        24"    0-8K 8K-FL250

    55-60%    145-165    2400        22"    0-8K 8K-FL250

     

    85%          230          2200        34”     0-FL250

    80%          215          2200        32"     0-FL250

    75%          203          2200        30"     0-FL250

    65%          175          2200        28"     0-FL250

    60%          165          2200        26"     0-FL250

    55%          150          2200        24"     0-FL250

    50%          135          2200        22"     0-FL250

     

    (Note, I don't normally fly 2200 RPM. I don’t have a good reason why) I changed my mind, I tried it and I like it, I can get 2200 RPM and 31” MAP LOP and she runs nice and quiet.

     

    Finally,  recall from the discussion of the NA engine that we illustrated intake air temperature was not a huge contributor to power gain or loss. On a turbo such as the AF1B if can be. As the turbo spins up from the exhaust gases passing by impeller, the intake side of the turbo is sucking in outside air and compressing it, which raises the density of the air. This compression effect also heats the air - a lot.

     

    On my Bravo I have a JPI 830 with all the options and I see Compressor Discharge Temps approaching 220dF on some hot days high up. The intercooler after the turbo will take a full 80-100dF out of that hot air and present an Intake Air Temperature of just over 100dF to the engine.  If you look at the fact that every 10dF of hotter air takes away 1% power, that intercooler is helping by at least 10% - that’s a huge power help. 

     

    Here are some graphs to look at. The first is from the Lycoming TIO-540 operating manual. It shows us that that the full rated power of the AF1B is 270 HP at 2475 RPM and 35” MAP. This calculation is corroborated many times over in the manual.

     

    Screen Shot 2016-11-11 at 2.29.42 PM.jpg

     

    Of note, all of these figures are based on the TIO-540 engine, but notice that many variants of the engine make more of less power. Some of the engines are modified with lower compression ratio or different fuel flows along with higher or lower maximum MAP to create the difference in power. Note the Note: The Mooney POH suggests to us that full rated power comes on at 2475 and 38”, but Lycoming counters that with numerous examples, such as this:

     

    Screen Shot 2016-11-11 at 2.23.24 PM.jpg

     

    And finally, here is the graph used to adjust the density controller for full throttle operation.  Note the fact that the Compressor Discharge Temperature is critical in making this adjustment. From what I have learned, many A&Ps who are not thoroughly familiar with how a density controller works, will simply “eye-ball” this adjustment which is the likely reason why some M20M (and others) pilots have such large variations on the full throttle MAP.

    Screen Shot 2016-11-11 at 2.27.24 PM.jpg

     

    If you are consistently making at least 35” to around 36” of MAP with a fuel flow of greater than 27.5 GPH at a little less than 2475 at the start of the ground roll - you are in great shape.

     

    I hope this helps, I am not an expert but I listen to and learn from them. I'll try to answer any questions as best I can.

     

    Enjoy your Turbo Monster 20 M!

    Dave

     

  2. Hawkeye

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    My 1961 M20b has a switch market "Tank-R" above it.  If I switch it down, does the gauge then read Total fuel remaining or Left tank?

    When down, does the meter read Right & Left tanks together?  Is Tank-R so that Tank-R minus Total = Left Tank?

  3. Rae's Blog

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    [font='times new roman'][size=3]Dennis Dean Bernhard passed away on Saturday, July 11th at his beloved ranch in Harper, Texas. He was born June 9, 1940 in Fredericksburg to Norma Itz and Chester W. Bernhard.
    Dennis valiantly fought a battle with leukemia having sought medical expertise at the Mayo Clinic in Rochester, Minnesota, MD Anderson in Houston and Methodist Hospital in San Antonio.
    Dennis married Connie Humes January 25, 1985 at Bethany Lutheran Church, Fredericksburg. They share four children: Chad and wife, Jena Bernhard, Rebecca (Becky) Adams, Cyrena and husband, Kevin Durkee and Brad Bernhard who passed away in 2011. He is survived by one sister, Eileen and husband, Danny Meyer and numerous nieces and nephews. He was preceded in death by his parents, Norma and Chester W. Bernhard, sister Bonnie Bernhard Phelps and grandson, Kyle Bernhard.
    They have six grandchildren, Father Brandon Bernhard and Kacey, Rianne and Rylea Bernhard; Lillie and Luke Durkee.
    Dennis was a third generation rancher on the Bernhard Ranch and had a deep love for the Hill Country, rural culture, livestock and wildlife management. He lovingly passed this devotion onto future generations.
    Dennis was instrumental in starting the Texas Hill Country Dorper Sheep Association and served in all of the officer positions. He was a founding director of Harper Wildlife Association, and served as a director of Gillespie County Farm Bureau and The American Red Brangus Association.
    A Wrede 4-H leader, Dennis also taught Sunday School for Zion Lutheran Church. A member of St. James Lutheran Church in Harper, he served as a Church Council member.
    Dennis began his career with Mooney Aircraft where he was service parts manager for 27 years.
    He and Connie started a new venture in Florida as a partner in ModWork in Punta Gorda, Florida.
    After 6 and a half years they grew homesick for their much-loved Hill Country and moved back to San Antonio where he began the company, Lone Star Aero, an aircraft service center, located at the San Antonio International Airport. After 19 years Dennis retired to devote his time to his cherished ranch.
    Dennis and Connie enjoyed traveling together across the United States and Canada in their RV also enjoying the horse races at Kentucky Derby and Preakness.

    The body will lie in state in the chapel of the Schaetter Funeral Home, Fredericksburg until 8:00 A.M. on Tuesday, July 14th and from 9:00 till 10:00 A.M. in the St. James Lutheran Church, Harper with Funeral Services at 10:00 A.M. with the Rev. Scott Hofmann officiating.

    Graveside services and interment will follow in the Harper Community Cemetery

    Pall bearers were Dwight Oestreich, Bob Yelverton, Kevin Kunz, Kevin Durkee, Justin Marschall, and Grant Meyer.

    Memorials can be given to Texas Hill Country Dorper Association Bradley Bernhard Scholarship Fund, St. James Lutheran Church, Harper Volunteer Fire Dept or the charity of your choice.

    Visitation for Mr. Dennis Bernhard will begin on Monday, July 13th from 4:00 till 8:00 P.M. and on Tuesday, July 14th from 7:00 till 8:00 A.M. in the chapel of the Schaetter Funeral Home, Fredericksburg[/size][/font]
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    LOOKING FOR OTHER OWNERS EXPERIENCE IN ADDING SOUND PROOFING TO A MOONEY. ANY RECOMMENDATIONS ON SOUND PROOFING UPHOLSTRY SHOPS PREFERABLY IN TEXAS? DOES ANY ONE HAVE EXPERIENCE WITH SPECIAL PROPELLERS THAT QUIET THE PLANE? WHAT ABOUT FIRE WALL AND FLOOR INSULATION? ANY EXPERIENCE WITH ADDING THICKER GLASS LIKE 1/4 INCH OR 3/8 INCH? I HAVE NOT FOUND THAT ANY OF THE NOISE CANCELLING HEADSETS ARE THE LONG TERM SOLUTION TO HIGH NOISE LEVELS PRESENT IN THE MOONEY COCKPITS. USEFUL THOUGHTS OR COMMENTS ARE APPRECIATED.

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    blog-0814059001434651600.jpgI normally do not post, I want to let the aircraft owners know that in the last two weeks we have found two cracks in two different aircraft propeller hubs under AD 2009-22-03. Both had been inspected 100 hrs earlier and had shown no discrempencies. Not sure what to think, is it a vibration, time, age that these are just now showing up cracked. We had not had a hub cracked in 15 years so we are treating this very seriously.
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    i wanted to buy a damaged or unused aircraft for educational purpose,if anyone interested to sell such a plane or give me suggestion how to buy such a aircraft,

    please inform me at this mail shuvrobiswas63@gmail.com

    thank you

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    I just bought my first mooney a 65 m20c mark 21. Very nice machine in and out. The interior was redone in 99 but look a bit dated. Wanting to put leather and all new panels in it. Where should I go and what kind of cost am I looking at??

  4. HRM's Blog

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    I own a 1966 M20 E and when I bought the plane five years ago it came IFR certified with pretty much the original panel. Since then, I have added an EI MVP-50 to it, removing most of the original engine gauges and such along with the DME and ADF. The later two removals were in anticipation of a WAAS GPS system, but that has yet to materialize. The original panel included the ADF, but ADF is fast disappearing from US approaches.

    As such, I am left with dual VORs, one of which has GS. The original panel came equipped with a marker beacon receiver and an audio panel for switching two radios and the ADF. Since the pilots yoke is equipped with a second-hand precision (Wakmann/Brietling) clock, I will argue that this aircraft was built and sold for IFR flying. Additionally, pitot heat, which some master CFII's will contend is the most important piece of IFR equipment, was included as well as a huge vacuum gauge right in the center of the panel. The PO added a backup vacuum system that runs off the intake manifold.

    What puzzles me is why there is so much fuss over the "six-pack" panel. If a guy bought this plane back in '66 and flew it for years IFR with the panel layout as it was, why would redoing the panel now make any difference?

    Here is what I have:

    blogentry-7222-0-88917600-1422935416_thu

    The "scan" is very important to the IFR pilot. With this panel, you scan the ASI, AI and DG across the top. Then the TC, Altimeter and VSI along the bottom. You can't miss the vacuum gauge and the VOR/GS is only looked at enroute and during an approach. So, what's the problem with this?

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    captainglen
    Latest Entry

    blog-0153602001417278989.jpgTo a lot of Mooney owners a fuel leak can seem quite intimidating especially to those owners who do not hold an A&P rating. I must admit that I was intimidated at first. A small amount of leak (a seep) is permitted per the Mooney service manual as long as it is not into an unvented area so top of wing or gear bay is permissable but cabin, outboard wing area or leading edge are not.

    My seep was into the leading edge and over 4 months drained the left tank dry; not enough to leave a stain on the ground but enouch to stain the stain the bottom of the wing adjacent to the leading edge drain hole. This meant the leak had to be at the bottom inboard corner and the blue fuel dye stains confirmed. As it turned out the hardest part of the job was getting the tank inspection cover open without damaging the wing. Scraping the old sealant was a bit tedious but really only took a couple of hours.

    Using a A-2 gave a lot of work time on a cool day and working with a brush which I had trimmed the bristles to 1/2". I sealed way beyond the leak area to make sure that no fuel could work it's way under the repair.of course I cleaned the area and roughed the surface of the factory sealant.

    To close the tank I used an B-2 wich is not what I would reccomend because it is way to slow, a B-1/2 would be much better. There is an A/D to inspect the stringer and rib drains to make sure you have not clogged them before you close the tank. I allowed a whole week to cure before filling the tank for a leak check and another week before checking for leakage. I am absolutely 100% leak free for $80 worth of supplies.

    For those among you who are not certified mechanics there are mechanics who are willing to work with owner assistance. I know of one on my home field who supervised a non mechanic owner in replacing an entire cylinder set (top overhaul). There isn't much room inside the tank for two pairs of hands but most mechanics would gladly defer the prep work to someone else.

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    During a recent preflight, the master switch on my 1975 M20F would not turn off. In addition, the flaps stuck at 1/2 and would not retract after takeoff. A similar thing happened last year, and the local mechanic replaced a relay which seemed to take care of the problem for a while. Now he's telling me that there is a system upgrade retro fit to replace all of the relays. Does anyone have info on this issue? Thx.

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    The Davtron indicator had to be removed due to indication incorrect pressure altitude. A continuity check of the harness found no errors in the wiring so the problem had to be elsewhere. Checking altitude encoder grey codes found that the B4 had to be high when it should have been low so there must have been a short. The only nearby high was the C1 so the short had to be here. An inspection of the connector under magnification revealed a tiny bead of solder between the pins of B4 and C1 which I pried out with a sewing needle.

    The indicator now reads accurately and is ready for reinstall in the aircraft. It is essential that this unit function correctly not only because of it's importance in calculating takeoff performance but any inaccuracy will be shared by the transponder. ATC will rely on the altitude reported be the transponder for traffic seperation so the utmost care must be taken to insure that the Davtron indicator to insure that the Davtron indicator does not interfere with the function of the transponder.

    The temprature probe location on the bottom of the aircraft near centerline 16" behind the baggage compartment bulkhead is not ideal but is a reasonable comprimise to the reccomended location. On top is out of the question becaude it will sense skin tempreture heated by the sun. In flight the probe should have little or no effect from the engine exhaust stream or engine heat trail from the cowl flaps. The readings should provide more accurate TAS calculations than could be obtained from the old fashion Aerotherm gague.

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    I'm looking for a mixture control knob for my '75 20C. Any help??

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    I have a 1965 M20C equipped with a Brittain autopilot with heading, cap, track, and loc selection knob.

    At this time the auto-leveler does not work but I plan to fix it. I am upgrading my aircraft with a GTN650, GMA350, and a course indicator GI106A. The GI106A comes with a VOR/ILS or VOR/ILS with course datum for an extra $500. Does anyone known if a Brittain autopilot can interact with a GTN650 and a course datum to intercept a course?

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    Suzalex117
    Latest Entry

    I have just purchased my first Mooney. A 1977 M20J. All in all I'm really happy with the airplane. Fast and efficient. My right tank was sealed in 2010 by the previous owner. I notice when the tank is full I have a small wet spot of fresh fuel at the front edge of the gear housing. Any suggestions as to where to go from here would be greatly appreciated. It's not terrible and I don't believe air worthy but I'd like to get ahead of the problem before it becomes more severe. Thanks for your help!

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    Did the 1975 Mooney M20F come with factory installed baffling?

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    I have a polished spinner that will fit a three bladed Ovation with Macauley props. And one good blade, if interested email : lloydbabcock@aol.com

  5. tim's Blog

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    I am in need of a cover for the radio master switch on a 1991 M20J. Need only the cover and not the switch.It is a plastic cover

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    Hello,

    Do you have an idea of ​​who can hide me in April 2014 a Mooney for sightseeing flights in Florida?

    Thanks a lot for your help !

    Regards

    Robert

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    jimhinson
    Latest Entry

    Hello Everyone,

    I recently purchased a 1983 M20J and I am still getting use to everything. I have a warning light next to the gear handle that I am not sure of its purpose. It comes on shortly after engine start, blinking, then goes off and sometimes comes back on during flight. It does not seem to be affected by the gear position, rpm setting or prop setting.

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    ronmacewen
    Latest Entry

    I beleive that I have the only M20D Master remaining in the original fixed pitch prop/ fixed gear configuration; N1016Y. The aircraft is in KPGD for Garmin ADS-B installation in the next few days. After a four year restoration where the engine, prop, interior, fuel tanks, panels, avionics, lighting, etc were replaced, it is for sale. Anyone interested?

    For photos and info contact ronmacewen@hotmail.com

    RonM

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    I have a 1992 M20J Missile (1995) and have muffler problems. It has a constant problem and anyone please give comments on repairs or people in the know. N888DF Home is KBEH. Come visit home of Whirlpool world headquarters lots of nice PLANES. This summer big big fly in June 21, 2014.. be my guess Dr Flood

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    Hello all--

    I am an airline pilot and run a free aviation classifieds website on the side. If you are looking for a high quality, free way to augment your advertising check it out. You can list aircraft for sale or lease, offer a partnership in your aircraft or request a partnership. You can also post a request for an aircraft to buy. Listings include 20 photos, a video link and logbook file uploads, free. There's no limit to how many listings you can have on the site and your listings do not expire. I am working on a module for Parts, Products, Services and more using the same format that should be online in the next 30 days.

    Thank you for reading,

    Marty

    http://www.AircraftShowroom.aero

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    looking for help in identifing parts I think they are Franklin but not sure I have an engine case that has NFMC stamped in it 4 cyl. opp. I though some of you guys may have worked on these in the past.

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    It some body know that i can put wing from 20E on my 201 . because highly damaged on groud incident.

    Thks David